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(No Model.) 3 Sheets Sheet 1. A. KHOLODKOWSKI.

SAFETY APPARATUS FOR AIR BRAKES.

Patented Mar. 16, 1898.

(No Model.) 3 SheetsSheet 2.

A. KHOLODKOWSKI. SAFETY APPARATUS FOR AIR BRAKES.

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A. KHOLODKOWSKI. SAFETY APPARATUS FOR AIR BRAKES.

No. 600,537.. Patented Mar. 15,1898.

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NiT D STATES PATENT Trice.

ANDREWV KI'IOLODKOWSKI, OF KIEV, RUSSIA.

SAFETY APPARATUS FOR AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 600,537, dated March 1 5, 1898.

Application filed September 24, 1895. Renewed January 25, 1898. Serial No. 667,934. (No model.)

To all whom it may concern:

Be it known that 1, ANDREW KnoLoDxoW- SKI, a subject of the Emperor of Russia, and a resident of Kiev, Russia, have invented certain new and useful Improvements in Safety Apparatus for Air-Brakes, of which the following is a specification.

My invention has for its object improvements in safety apparatus for air-brakes, and has for its purpose to insure the automatic action of such brakes in cases Where ordinary air-brakes prove insufficient.

It is well known that ordinary air-brakes begin to act only when communication is established between the interior of the air-conducting pipes and the atmosphere outside thereof, which is possible by either opening the suitable valve or if the air-conducting pipe itself is torn by some accident; but if the strain is not sufficient to tear the airconducting pipe-for instance, in cases of some of the carriages of the train getting off the railsthe air-brakes will not be thrown into action, though serious damages may be occasioned to the rolling-stock and to the way. By the aid of my apparatus the airbrakes can be put into action by every (even the slightest) irregularity in the motion of the running vehicle.

In the annexed drawings, Figure 1 represents a front view of my apparatus as applied to a guide-frame of an axle-box of a railwayvehicle. Fig. 2 is an end view of the same. Fig. 8 is aplan view of rods and crank-levers connecting the apparatus with the valve of an air-brake system. Fig. 3 is a side view of a supporting-bolt with the crank lever. Fig. 4 is a side View, partly in section, of the valve and its operating mechanism. Fig. 4 is an end view of the same. Fig. 5 is a front view representing a modified construction of my apparatus. Fig. 5 is an end view of the same. Figs. 6 and 6 represent a further modification of my apparatus. Fig. 7 represents a longitudinal section of an under framing of a railway-carriage provided with my safety apparatus. Fig. 7 is a plan View of the same. Figs. 8 and 8 represent a side view of a longitudinal section of a springstop for the connecting-wires of my apparatus. Figs. 9, 9, and 9 represent a modified construction of such stops, Figs. 9 and 9 being side views and Fig. 9" an end view.

The apparatus as represented by Figs. 1 and 2 consists of two levers a and 8, connected together by a hinge-joint. The levers a and s are pivoted by pins 7' and e on a fixed frame (axle-box frame) N. The upper arm of the lever a leans against a fixed stop or pin M, thus insuring a definite position (position of rest) of both these levers. At the upper end the lever a is forked or provided with a slot (with rounded edges) through which passes a wire Z, provided with a stop A, which may be clamped or soldered on the wire 6.

As seen on the drawings,.the upper arm of the lever is inclosed between a fixed pin M and the stop on the wire Z, so that the position of the levers a and 3 may be changed only by the application of an external force, While ordinary vibration of a running car has no action on the apparatus. For adjusting the stop A on the wire Z I make this stop in form of a spring-clamp, as represented in Figs. 8 and 8. Figs. 9 and 9 represent this stop in the form of a nut-shaped boss on a screw-rod, the ends of which are inserted in nuts (or otherwise) fixed to the wires.

The horizontal arms of the levers a and s are provided with screw-bolts p and p, arranged the one above and the other below the axle-box of the carriage. The distance between the ends of the bolts 19 p and the top and under surface of the axle-box may be exactly adjusted by more or less screwing the bolts in the levers a and s. The true positions of these bolts are insured by jam-nuts. The bolts p p are fixed in such a position that by the ordinary vertical displacements of the axle boxes (owing to the elasticity of the springs) of a normally running vehicle the axle-boxes do not reach the ends of the bolts 19 p; but should the vehicle get off the rails or in case of such other accident the corresponding axle-boxes will be thrown up or down, and in reaching either the upper or the lower bolt 19 or 19 will move the levers a and 8 always in the same direction, so that the lever a, acting on the stop A, will draw the wire Z and open the air-valve, as will be hereinafter explained.

Each axle-box frame of the brake-carriage of a train (or of such number of carriages as may be found desirable) is fitted with the lever apparatus just described. The wires Z, to which all these apparatus are connected, are passed through the transverse beams of the underframing of the carriage, Figs. 7 and 7, along its sides. At the end of the carriage where the air-valve is placed the wires Z are joined together by means of the bellcrank levers 7c and 0, Fig. 3, the corresponding arms of which are connected by a wire Z across the carriage. The levers 7c and 0 are supported by suitable bent bolts, Fig. 3, fixed to the carriage-frame. The lever 0 is of a T form and is connected by a wire Z with an arm h, Fig. 4, pivoted to the air-valve box. The lower end of this arm is bent up in the form of a hook and acts on the spindle of the air-valve, which is pressed upon its seat by a spring. A spring cZ, connected to some fixed point of the carriage-frame, Fig. 7, tends to draw the hooked end of the arm h away from the valve-spindle. The valve-box is provided with a toothed edge, in which engages a spring-catch attached to the arm h.

The action of the apparatus is as follows: As long as the motion of the carriage isanormal onethe axle-boxes do not reach the ends of the bolts 19 19, Figs. 1, 2, and 7, and the whole system remains stationary-4'. 6., out of action; but as soon as the carriage gets off .the rails or in case of some other accident,

when the carriage receives a shock sufficient to throw one of the axle-boxes against the bolts 19 or p, the jointed levers a and 8, acting on the stop A, will draw the wire Z, which by means of the bell-crank levers 0 or r and the wire Z will act on the arm h, the hooked end of which pulls the air-valve from its seat and thus bringsthe air-brakes into action. At the same time the spring-catch on the arm h by engaging with the toothed edge of the valve-box retains this arm inits new position, thus insuring the opening of the valve after the shock.

It is obvious that the degree of sensitiveness of my apparatus may be varied at will by more or less screwing or unscrewing the bolts pp. If the distance between the ends of these bolts be equal to five centimeters my apparatus can be employed even forindicating any unevenness of the way. This may be accomplished by connecting the wires Z with an y suitable indicating or signaling apparatus instead of with the air-brake.

By connecting the wires Z Z to levers or handles arranged in the carriages the train may be stopped from the inside of the carriages.

stops A and A, fixed on the Wire Z in the manner already described.

In the modification shown in Figs. 6 and 6 the looped stand is attached to the carriage-spring instead of being attached to the axle-box, as in Figs. 5 and 5 The invention is also applicable to locomotive-engines by connecting the fixed lever provided with opposite points to the air-brake valve and by providing the tender with a projecting piece terminating between the points. The action of the apparatus remains always the same as described.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is as follows:

1. An apparatus for automatically operating the air-brakes of railway-vehicles, consisting of articulated levers pivotally attached to the axle-box frame, one above and one below the axle-box, and means for connecting said levers with the valves of the air-brakeapplying apparatus, said levers being adapted to be operated by any unusual or excess.

ive vertical movement of the axle-box, substantially as herein set forth.

An apparatus for automatically operating the air-brakes of railway-vehicles, consisting of articulated levers a and s pivotally attached to the axle-box frame, provided with adjustable screws or bolts 19 and 19, and adapted to be operated by any unusual or excessive vertical motion of the axle-box; connecting rods or wires Z; bell-crank levers 7c and 0 pivotally attached to the vehicle-frame, and connected with each other by a rod or wire Z a lever h pivotally attached to the under part of the vehicle, connected with the lever 0 by the rod or wire Z adapted to operate the air-valve of the brake-applying apparatus, provided with a spring-pawl adapted to engage with a ratchet attached to the under part of the vehicle; and a spring (1 adapted to hold the apparatus out of action; substantially as herein-set forth.

3. An apparatus for automatically operating the air-brakes of railway-vehicles, consisting of articulated levers a and spivotally attached to the axle-box frame, provided with adjustable screws or bolts p and p, and adapted to be operated by any unusual or excessive vertical motion of the axle-box; connecting rods or wires Z, provided with adjustable stops A A for engagement with said lovers 0'. and s; bell-crank levers Zr. and 0 pivotally attached to the vehicle-frame, and connected.

with each other by a rod or wire Z a lever h pivotally attached to the under part of the vehicle, connected with the lever o by the rod or wire Z adapted to operate the airvalve of the brake-applying apparatus, provided with a spring pawl adapted to engage with a ratchet attached to the under part of the vehicle; and a spring cZ' adapted to hold the apparatus out of action, substantially as herein set forth.

4. In an apparatus for automatically oper IIO ating the air-brakes of railway-vehicles, the combination with the axle-box of a railwayvehicle, of articulated levers aand s, pivotally attached to the axle-box frame, one above and one below said axle-box, adapted to be connected with air-brake-applying mechanism, and to beoperated by any unusual or excessive vertical motion of said axle-box, substantially as herein set forth.

5. In an apparatus for automatically operating the air-brakes of railway-vehicles, the combination with the axle-box of a railwayvehicle, of articulated levers a and s, pivotally attached to the axle-box frame, one above and one below said axle-box, provided with adjustable screws or bolts 1) and 19; said levers being adapted to be connected with airbrake-applying mechanism, and to be operated by any unusual or excessive vertical motion of said axle-box, substantially as herein set forth.

6. In an apparatus for automatically oper ating the air-brakes of railway-vehicles, the combination with the axle-box of a railwayvehicle, of articulated levers a and s, pivotally attached to the axle-box frame, one above and one below said axle-box, and means for operating the valve of an air-brake; said levers being adapted to be operated by any unusual or excessive vertical motion of said axle-box, substantially as herein set forth.

'7. In an apparatus for automatically operating the air-brakes of railway-vehicles, the combination with the axle-box of a railway vehicle, of articulated levers a and s, pivotally attached to the axle-box frame, one above and one below said axle-box, provided with adjustable screws orbolts p and p, and means for operating the valve of an air-brake; said unusual or excessive vertical motion of said axle-box, substantially as herein set forth.

8. In an apparatus for automatically operating the air-brakes of railway-vehicles, the combination with the axle-box of a railwayvehicle, of articulated levers Ct and s, pivotally attached to the axle-box frame, one above and one below said axle-box; and Wires or rods Z connecting said levers with the air brake-applying mechanism,provided With adjustable stops A A for engagement with said lever a, substantially as herein set forth.

9. In an apparatus for automatically operating the air-brakes of railway-vehicles, the combination with the axle-box of a railwayvehicle, of articulated levers a and s, pivotally attached to the axle-box frame, one above and one below said axle-box,provided with adjustable screws or bolts 19 and p; and Wires or rods Z connecting said levers with the airbrake-applying meehanism,provided with adjustable stops A A for engagement with said lever a, substantially as herein set forth.

10. In an apparatus for automatically operating the air-brakes of.railway-vehicles the combination with a lever h, pivotallyattached to the under part of the vehicle, adapted to operate the valve of the brake-applying mechanism, of a spring-pawl attached to said lever, and a ratchet attached to the under part of the vehicle, substantially as herein set forth.

Signed at Odessa, Russia, this 6th day of May, A. D. 1895.

ANDREW KI'IOLODKOWVSKI.

\Vitnesses:

Tnos. E. HEENAN, THOMAS MILES. 

